Railway traffic controlling apparatus



Oct. 15,' 1940. C', H. LAY 2,217,909

RAILWAY TRAFFIC CONTROLLING APPARATUS Filed Jan. 19, 1940 5 Sheets-Sheet `l.

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HIS ATTORNEY Oct. l5, 1940.

C. H. LAY

RAILWAY TRAFFIC CONTROLLING APPARATUS Filed Jan. 19, 1940 5 Sheets-Sheet 2 Ill? PS 76 9H F ANH 55s 51145 51125 JAM? 5 1143 INV TOR CIzH. Lag. BY l H15' ATTORNEY 06k. 15, 1940. Q H LAY 2,217,909

RAILWAY TRAFFIC CONTROLLING APPARATUS Filed Jan. 19, 1940 s sheets-sneek :5

v 10A 105 .'V "Wm-'USM .lrsf-Cl U [08H12 lfm la@ Y 1 107 n@ INV TR Uf EWE' BY /S ATTORN EY Patented Oct. 15, 1940 i. Y y.

L UNITED STATES. 'PATENT 'oFrlcE RAILWAY TRAFFIC CONTVRGLLIING APPARATUS Charles H. Lay, Swissvale, Pa., assignor to The Union .Switch & Signal Company, Swissvale, Pa., a corporation of Pennsylvania l Application January 19, 1940, Serial No. 314,652v

14 Claims. (C1f246--1340 My invention relates to railway tralc con- No. 82.9;857; anduSerial No. 252,803, filed January trolling apparatus, and more particularly to im- 25,l 1937, for-Railway traffic controllingY apparaprovements in interlocking control systems of the tus, by Lloyd V. Lewis. Y type in which the track switches and signals of` I shall first describe one form of apparatus em,`

a track layout are governed, as required to estabbodying my invention and shall then point out 5 lish different traffic routes, by the operation of the novel features thereof in claims.A push buttons or the like identified with the opv Referring toV the accompanying drawings, Figs. posite ends of the routes. 1A to 1E, inclusive, taken together illustrate the One object of my invention resides in an imcircuitsY for a route interlocking system embodyproved arrangement of route selecting circuits for ing my invention.` More particularly, 1A 10 a system of this character, in whichfa relatively represents the operators control panel in which small number of relays and contacts are used, the routebuttons., for ready identilcatiomare and in which each button normally serves to desmounted on. a diagram of the track 'layout' to ignate the entrance end of a route and becomes be controlled, at points corresponding to the ends conditioned to identifyA the exit end of a route of the routes; Fig. 1B shows the circuits controlled 15 only in response to the operation of the button directly by the push buttons when operated to identifying the opposite end of such route. designate the entrance ends of the routes;lig. 1C

Another object of my invention resides inv thev shows the route establishing circuits which funcprovision of means whereby but one route can tion when the buttons are operated as exit but be set up at a time. 'I'he apparatus of my intons; Fig. 1D shows a plan ofthe track layout vention functions in such a manner that the opto be controlled together with the track relays 2 eration of any button to mark the entrance end and typical switch control circuits, while Fig. 1E of a lroute lights a suitable indicator on the opshows the signal control circuits. erators control panel to indicate that a route VSimilar reference characters refer to similar 1 is being set up and to also indicate the traffic parts in each of the separate views.

direction for such route, and the subsequent op- Referring rst to Fig. 1D, in the plan of the 25 eration ofthe button for the opposite end of the track layout chosen .to illustrate my invention,4 desired route results in the establishment of the for simplicity each pair of track rails constitutrouteand the clearing ofthe signal for the coring a stretch ofrtrack is represented as a single responding direction without further action by' line. Although the apparatus of my invention i 30 3'0 the operator, and also extinguishes the direction is adapted to control any tracklayout encounindicator to thereby indicate that any non-contered in practice, the layout shown has been seiiicting route can be set up. lected as typical, and represents` two parallel One featurel of my invention resides in the tracks connected by Crossovers comprising the v provision of a single directional relay for each pairs of` track switches designated lA and l1B5A4 direction for conditioning the vbuttons to mark and 5B, 1 and TA and iB, the lower main track` 35 the exit ends of the routes in place of a separate being also connected to a siding by a single switch exit relay for each route exit as heretofore used. 3. All of the track switches are in their normal Another feature resides in an improved arrangepositions, as shown. `High speed train movements ment of route circuits employing a route relay over the -main tracks in the normal direction of 40' for each switch of a route but avoiding the conk,running are governed by the main signals liA and 40 nection of these relays in series and also avoiding WA, respectively, while the remaining signals 2, the use of any auxiliary relays other than an 13B, E, 3, ISB and l2 are slow speed'signals., All entrance relay for each route entrance and the of "the signals'are normally at stop, as shown; It two directional relays mentioned. isy to be understood that the track rails are di- Other objects, features and purposes ofmy invided in the usual manner by insulated joints into 45 vention will be made apparent as the description sections, the upper track including the detector` proceeds. sections iT and 5T and the lower track the'deI My invention is an improvement upon those tector sections AIT, 3T and 1T. Each track disclosed in the copending application for-United section' is provided with the usual track circuit" v States Letters Patent, Serial' No. 14,868, for Inhaving a suitable source of current as indicated A50 terlocking control apparatus filed April 5, 1935, by the reference character B at one end, and a by Earl M. Allen and Howard A. Thompson; Seriall ,track relay TR, connected across the rails at the No. 118,609, for Railway trac controlling ap- 'otherend Each track relay TR is provided with paratus, led December 31, 1936, by John M. Pelia slow acting trackrepeating relay TP, as shown.

A kan, which corresponds with the French Patent ..1 In the circuit plansv shown herein, each relay 551 or circuit controller is identified by a letter or combination of letters, prefixed by the designation of the switch or signal with which it is associated, the circuits being arranged in the usual written circuit form with similar circuits grouped together in the saine Views and with each contact identified by a number as well as by the designation of the device which operates it above the contact. Instead of showing the local source of current for energizing the relays, I have shown only the terminals, which are designated in the customary manner by the references B and C.

Each track switch of the layout of Fig. 1D is actuated by a switch machine SM, as illustrated for the crossover switches IA and IB, which may be of the type shown in the Zabel Patents Nos. 1,293,290 and 1,413,820, having a reversible motor controlled by a polarized control relay such as relay IWR, as indicated diagrammatically by dotted line connections inthe drawings. It is to be understood that each track switch will be operated to normal, as shown, or to reverse, when the corresponding switch control relay closes its polar contacts to the left or right respectively. Each switch machine SM has a circuit controller as disclosed in the Zabel patents controlling the usual polarized switch indication relay, such as the relay IWP, each relay WP controlling a pair of repeating relays such as the relays INWP and IRWP, each of which when energized indicates that the associated switch occupies the corresponding normal or reverse position.

The signals may be assumed to be of the wellknown searchlight type as disclosed in the Blake Reissue Patent No. 14,940, of August 31, 1920, each having an electromagnetic mechanism controlled by the signal control relay HR of corresponding number shown in Fig. 1E. For an understanding of the present invention, it will 'suiilce to point out that each signal indicates proceed when the associated relay HR is energized and indicates stop when such relay is deenergized. The signals and the track relays control a group of switch locking relays ILR, 3LR, 5LR and 'ILR, shown in Figs. 1C and 1D, for preventing the operation of the track switches except when conditions are proper. For simplicity the circuits for controlling the relays LR have been omitted, suitable circuits being well known. These relays may, for example, be controlled as disclosed in Patent No. 2,179,462, issued November 7, 1939, to H. S. Young, for Railway traiiic controlling apparatus.

The control panel of Fig. 1A is provided with a track diagram similar in construction to that shown in the Pelikan application hereinbefore referred to, having a plurality of illuminated strip indicators for indicating the routes that are established and the movements of the trains over such rout-es and for also indicating the portions of the track switches, and for suitable circuits for controlling these indicators, reference may be made to the Pelikan disclosure. The control panel disclosed herein, however, diiers in a number of features from that of Pelikan. The push buttons are of an improved type having centrally located bulls-eyes for displaying the signal indications, these being preferably of the form shown in the pending application of Bone et al., Serial No. 267,684, led April 13, 1939, for Circuit controllers, while the push buttons employed by Pelikan for individual switch control have been replaced byv centrally biased three position levers such as are shown in the Lewis Patent No. 1,887,273. In addition, I have provided a pair of indicators W and E, one or the other of which is illuminated by lighting the lamp WE or EE, respectively, of Fig. 1B, in response to the operation of a button identifying the entrance end of a route to be established, the lighted lamp becoming extinguished when a second button is operated to designate the desired exit point and thereby com plete the establishment of the route.

In the circuit drawings, the push buttons are identied by the reference P with a numerical prefix identifying the location, and function in such a manner that with the apparatus in its normal condition, as shown, the operation of any button completes a pick-up circuit in Fig. 1B for an entrance stick relay PS associated with the button, which relay upon becoming energized will cause a directional stick relay ER or WR to become energized to illuminate the corresponding directional indicator E or W on the track diagram. Thus the buttons for the signals 2, 4, 6, and 8, governing traffic movements from left to right,

Y control relay ER, while the buttons for the signals I0 and I2 governing traffic movements in the opposite direction control relay WR. The circuits for the intermediate signal 8 due to the provision of through routing employs two additional relays SER and BXR, as hereinafter explained.

When a directional relay ER or WR becomes energized, the pick-up circuits for all the PS relays are opened, while that relay PS which has been picked up is held energized by the track relay for the entering section of the route which is being set up. It follows that the setting up of another route cannot be initiated until the one already initiated is completed.

The entrance relays PS and the push buttons P are provided not only with the contact equipment shown in Fig. 1B, but with certain additional contacts shown in Fig. 1C by which they jointly control the route relays R or establishing the routes. Each route portion including a track switch has a route relay corresponding to the position of the switch required for such route portion, and having a corresponding designation, as will be readily understood from a comparison of the relays of Fig. 1C with the track plan of Fig. 1D; thus for route'Z-G there is a relay IANR for operating the crossover switches I to normal,

While for route 4-I2 there are the route relays IB--3NR and S-TBNR, the former for operating crossover I and switch 3 to normal, and the latter for operating crossovers 5 and 'l to normal.

When an entrance relay PS becomes energized, it connects terminal C of the source to one end of the circuit for each route relay for each route for which the energized relay PS identies the entrance end, as shown in Fig. 1C, while the energized directional relay ZR or WR controlled by the energized relay PSconnects the other terminal B of the source to contacts of the push buttons P for the exit ends of these routes. The push buttons'are thereby conditioned so that the operation of one of these buttons to identify a particular one of the routes referred to completes the circuit for the route relay for the portion of the selected route which is nearest its exit end, whereupon the remaining route relays for the selected route pick up successively in tandem, the last one to pick up releasing the directional relay to restore all the buttons to normal. 'I'he route relays for the route thus selected are held energized by the energized entrance relay until a train enters the first section of the route, or until the route is cancelled manually by momentarily 'fpulling the entrance button. r

The energized route relays open back contacts in the circuits for the route relays for all conflicting routes and control the track switches and signals as shown in Figs. 1D and 1E, and also by means not shown control the lights of the track diagram' like the relays of corresponding designations in the Pelikan disclosure herein before referred to.

I shall now describe the operation of my apparatus under different assumed conditions by tracing the circuits in detail. I shall first assume that the apparatus is in the normal condition as shown in the drawings, and that the operator desires to clear signal 4A to pass an approaching train' over route 4--I2. The operator being informed of the approach ofthe train by the lighting of the usual approach indicator, he will press button 4P momentarily to pick-up the entrance relay 4PS. The pick-up circuit for relay 4PS may be traced in Fig. 1B from one terminal B or" the source, back contacts I3 and I4 of the directional relays ER and WR, back contact I5 of button 2P and iront contact I6.of button 4P, back contacts Il and I8 of the route 4relays iB--SNR and IRR, relay 4PS, contact I9 of the track relay AITR for the entering section AIT of route 4-I2 to terminal C.

Relay #SPS upon becoming energized completes its stick circuit extending from terminal B at the normally closed pull contact 2B of button 4P over the front contact 27| and winding of relay -PS and contact I9 to terminal C, and also completes-a circuit for relay ER from terminal B, back' contacts 22 and 23 of relays IB--SNR and IRR, front Contact 24 of relay lPS, back contact 25 of relay WR, the Winding of relay ER to terminal C.

Relay ER picks up and at contact 25 completes the circuit for lamp EE to lightthe directional indicator E' on the track diagram, and at back contact I3 disconnects terminal B from the pickup circuits for the relays PS, and connects terminal B atrback contact 2l of relay WR, Fig. 1C,

over its front contact 28 to contacts 29 and 30 of buttons 8P and IGP and to contacts 3l and 32 of button i213, which buttons correspond to the exit ends of routes for which relay IPS identies the entrance end. Relay 4PS, by closing contact 33 connects terminal C to the circuit for the route relay IRR for route 4 8, and by closing contacts 34, 35v and 35 connects terminal C to the circuits for relays IB-3N'R, SRR and 'IAl\TR for yroute -l via reversed, contact 35 also connecting terminal C to the circuit for relay 5"IBNR which with relay IB-3NR governs route 4-g-I 2.

Buttons 8P, IIlP and I2P are now conditioned to function as exit buttons, and buttons 2P, 4P and 6P are temporarily non-operative.. If buttonIZP is now operated to complete the set-up for route 4-E2, a circuit is closed from terminal B at back contact '2170i relay WR, front contact 28 of relay ER', contacts 29,` 3l) and 32 of buttons 8P, lP and I2P, back contacts 3l and` 380i relays lZPS and 'lRR, the winding of relay 5.'IBNR, front contacts 39 and 40 of relays 'ILR and'INWP, in multiple, back contact 4I of relay SRR, front contacts 42 and 43 of'frelays 5LR and 5NWP, in multiple, back contacts 44 and 45 of relays SPS and SRR, front contact 35 of relay 4PS, back contact 45 of relay IRR to terminal C. Relay S-lBNR therefore picks up, and at contact 41 completes a stick circuit so that it remains energized after button I2P is released,fand also completes' a circuit for relay IB-BNR from terminal B at front contact 48 of relay 5-1BNR over back contacts v49 and 50`of relays IZPS and lRR, front contacts 5I and 52' of relays 3LR and SNWP in multiple, back contact 53 of relay 3RR, front contacts 54 and 55 of relays ILR and INWP in multiple, the windingy of relay IB-3NR, back contact 55 of relay IRR, front contact 34 of relay 4PS to terminal C.

Relay IB-SNR therefore becomes energized and by opening its backl contact 22, Fig. 1B, deenergizes relay ER, thereby'extinguishing indicator E and restoring the circuits controlled by the buttons P to normal, with certain exceptions'. Thus the circuit for the conflicting entrance relay BPS, Fig. 1B, isheld open at back contact 51 of relay lB-3NR, and the circuit for the oppos and BRR in Fig. 1C are open at back contacts.

59 and 50 of relay IB-SNR, and the circuits for relays 5RR and 'IRR are open at back contacts 5I and 52 of relay 5!BNR, and only the route relays IANR, SANR and 'IANR remain operative.

Referring now to Fig. 1D, it will be seen that relay I B-3NR when energized completes the normal energizing circuit for the polarized'switch control relayIWR from terminal B, contact 63 of relay iLR, the left-hand or normal winding of relay IWR, contacts 64 and 65 of relays ILR and IB-SNR to terminal C', to operate the crossover switches IA and IB to normal, as required, and it yis to be understood that relay IB--SNR also controls a similar relay WR to operate switch 3 -to normal and that relay 5--1BNR likewise controis two relays WR to operate the crossover f;

switches 5A, 5B, 'IA and IB to normal as required. When the track switches assume the normal position all of the polarized indication relays WP become energized in the normal direction and each of the indication repeating relays INWP, SNWP, 5NWP and 'INWP is energized, and a signal circuit is completed in Fig. 1E fromlterminal B, back contact 56 of relay IZPS, front contacts 61, 68 and 69 of relays 5N'WP, 5-1BNR and 'INWP, front contacts 10, 'II and I2 of relays SNWP, INWP and IB-3NR, front contacts 73, 'I4 and 'l5of relays 4PS, INWP and 5NWP, relay 4AHR to terminal C, to energize the signal control relay 4AI-IR to thereby clear the signal 4A governing traic movements over the established route 4-I2.

Assuming now that the approaching train passes signal 4A and enters the rst section AIT of the route, the track relay AITR and its repeater AITP will releasesuccessively, relay AITR by opening its front contact I9 releasing relay 4PS, which relay by opening contacts 34, 35 and 'I3 will release relays IIB-BNR, S-'IBNR and 4AHR, thereby cancelling the route set-up. It is to be understood that the switch locking relays ILR, 3LR, 5LR and 'ILR become deenergized in the usual manner to lock the switches ofthe esv tablished route when signal 4A is cleared, and that relay ILR remains deenergized until section AIT or IT is vacated, relay 3LR until section 3T isvacated, relay 5LR until section 3T or 5T -is v jvacated, and relay ILR until section 5T or 'IT preceding train.

cupied. As long as section AIT is occupied the circuit for the conilicting route relay IRRl in Fig. 1C is held open at contact 'I6 of relay ILR; as long as section 3T is occupied, the circuits for the relays BRR and SRR are held open at contacts 'Il and 'I8 of relays 3BR and 5LR, while the circuit for relay 'IRR is held open at contact I9 of relay ILR until section 'IT is vacated.

My apparatus is also arranged to permit a train to enter a route already occupied by a This is accomplished in the usual manner by providing a back contact of the track repeating relay TP for bridging the contact of the track relay TR in the circuit for each relay PS.

I shall next assume that with the apparatus in the normal condition as shown that buttons 4P and IZP are operated in the reverse order to set up route I2-4 for a train movement from right to left. The momentary operation of button IZP completes a circuit in Fig. 1B from terminal B over back contacts I3 and I l of relays ER, WR, back contacts I5, IB and 80 of buttons 2P, 4P and 6P, front contact 8l of button IZP, back contacts 58 and 82 of relays E-IBNR and "IRR, winding of relay IZPS, contact 83 of the track relay 'ITR to terminal C. Relay IZPS therefore picks up and establishes its stick circuit at Contact 84, and at front contact 85, Fig. 1C, connects terminal C to the circuits for relays IANR and IRR. At front contacts 49, 8B, 81 and 3l, relay IZPS connects terminal C to the circuits for relays 3RR, IB-3NR, EANR, 'IRR and E-f-TBNR, while at contact 90, Fig. 1B, it completes a circuit over back contacts 88, 80 and QI of relays 5-'IBNR, IRR and ER for relay WR.

Relay WR picks up and at contact 92 completes the circuit for lamp WE to light the directional indicator W on the track diagram, and at back contact I4 disconnects terminal B from the pickup circuits for the relays PS, and connects terminal B at its front contact Z'I, Fig. 1C, to the contacts of the buttons ZP, 4P and 6P to thereby condition these buttons as exit buttons.

If button 4P is now operated to complete the set-up for route I 24, a circuit is closed from terminal B at front contact Z'I of relay WR, Fig. 1C, normally closed contact 93 of button 2P, normally open contact 34 of button 4P, the center contact I5'I of the individual switch lever IP, contact S5 of relay IZPS, and thence over back contact 34 of relay IIPS through relay IB-3NR to terminal C at front contact 49 of relay IZPS.

Relay IB-3NR picks up, completing its stick circuit at contact 96 and at contact 91 connects terminal B to the circuit through relay S-'IBNR to terminal C at front contact 3'! of relay IZPS. Relay E-'IBNR opens back contact 88, Fig. 1B, to release relay WR, and relay IB-SNR opens its back contacts II and 51, Fig. 1B, in the circuits for the opposing relays GPS and SPS. The route relays for route I24 are now energized to operate the switches to normal as already described for route 4-I2, but the signal circuit in the case of route IZ-4 extends from terminal B at back contact I3 of relay 4PS, Fig. 1E, over front contact 66 of relay IZPS through relay IZI-IR to terminal C, so that signal IZ is cleared in place of signal 4A.

I shall next assume that with the apparatus in the normal condition that buttons 4P and 8P are operated to set up route 4 8. In this case relay 4PS is energized in response to the operation of button 4P as hereinbefore described, and the subsequent operation of button 8P completes a circuit in Fig.1C over front contact Z9 of button 8P and contact 98 of relay IIPS, through relay IRR to terminal C at front contact 33 of relay 4PS. Relay IRR picks up and opens its back contacts 99 and 56 in the circuits for the conflicting route relays IANR and IB-3NR. By opening its back contact Z3, Fig. 1B, relay IRR releases relay ER. Relay IRR also opens contact |00 in the circuit for relay ZPS. Relay IRR is held energized by relay 'IPS after button 8P is released by the stick circuit shown in Fig. 1C and including its own front contact I0 I. By closing contact IOZ, Fig. 1D, relay IRR operates relay I WR to reverse, thereby causing the switches IA and IB and relay IWP to be reversed whereupon relay INWP releases and IRWP picks up. Relay IRWP then completes the signal circuit in Fig. 1E from terminal B, front contacts I03 and I04 of relays 4PS and IRWP, back contact |05 of relay ZPS, front contacts |06, |01 and 'I3 of relays IRWP, IRR and 4PS back contact 'I4 of relay INWP, relay 4BHR to terminal C. Relay` 4BHR therefore becomes energized to clear signal 4B for route 4-`8.

I shall next assume that with the apparatus in the normal condition buttons 2P and 8P are operated to set up route 28. 'Ihe operation of button 2P by closing contact I5, Fig. 1B, effects the energization ofv relay ZPS, and relay ZPS upon becoming energized closes contact I08 to pick up relay ER, and also closesI contact IDB to pick up relay SES, provided relay ERR is not energized, for a purpose to be described herein after, the operation of relay BES being idle in the present instance. The subsequent operation of button 8P completes a circuit over its front contact 29, Fig. 1C, and contacts IIO and III of relay ZPS to pick up relay IANR, and relay IANR upon becoming energized closes contact I I2, Fig. 1D, to operate relay IWR to normal to restore the switches IA and IB to normal, as shown. Relay IANR also closes contact IIS, Fig. 1C, to complete its stick circuit, and opens back contacts II4 and IIE in the circuits for relays ER and BES in Fig. 1B. Relay 8ES releases, but relay ER is held energized until the operator releases button 8P by a stick circuit including contact IIS of relay ER and contact II'I of button 8P. Relay IANR when energized prevents the energization of the conflicting route relay IRR by opening its back contact IIS, Fig. 1C. The signal relay EHR, Fig. 1E, becomes energized when the switches assume the normal position to energize relay INWP over the circuit from terminal B at front contact IGS of relay ZPS, contacts II9, IED and I2! o relays INWP, IANR and ZPS, relay EHR to terminal C, thereby effecting the clearing of signal 2 for route 2--8.

I shall next assume that after route 4--8 or Z-S has been set up, that buttons 8P and IDP are operated to set up route 8-I0. Button 8P becomes conditioned as an entrance button by the release of relay ER due to the opening of contact I Il, Fig. 1B, so that the second operation of button 8P completes the pick-up circuit for relay BPS from terminal B at contact I3 over contact IEZ of button 8P, and relay 8PS picks up to complete the pick-up circuit for relay BES at contact |23, and that for relay ER at front contact |24. Relay BES picks up and by closing contacts IE5, IZB and IZ'I, Fig. 1C, connects terminal C to the circuits for the route relays IANR, IRR and EANR lor routes 8-I0 and B-IZ. If button IGP is now operated, the closing of its front contact 30 completes a circuit for relay 'IANR extending to terminal C at iront contact |25 of relay BES, and relay lANR picks up to establish its stick circuit at contact |28 and to complete the circuit for relay EANR extending from terminal B at contact |29 of relay 'IANR through relay SANR to terminal C at front contact |121 of relay SES. Relay SANR therefore picks up and by opening its back contact |36, Fig. 1B, releases relay ER. Relay PS is now held energized over the stick circuit extending from terminal B, the normally closed pull contact ISI of button 8P, front contact |32 of relay SPS,

back contact |33 of relay IRR, relay BPS, front contact |34 of the `track relay 5TR for the entering section 5T ofroute 8 I0, to terminal C. Relay SES is held energized over contacts |23 and |34 of relays SPS and STR, and at its front contact |35, Fig. 1E, completesI the circuit for the signal relay SHR for clearing signal 8 to permit a train movement over route 8 I0, in a manner similar tothat already described for other routes.

The operations required to set up route 8 I2 and for clearing signal 8 for a train movement over that route are so similar to the operations already described that a detailed description is believed unnecessary. p

It will also be clear from the foregoing that the operator may set up the through route 2 |i or 2 I2 by first setting up route 2 3 and then setting up route B Il or 8 l2. There are, however, two alternative routes 4 |Il, one over crossover l reversed and the other over crossover 5 reversed. The button 8 aiords a convenient means for selecting between these two, and accordingly the one over crossover 5 reversed is chosen as the preferred route to be set up in response to the successive operations of buttons 4P and IEP, and route t-|t via crossover I reversed is chosen as the secondary route to be set up by rst setting up route 4 8 and subsequently setting .up route B i il. It will be seen also that the track plan shows three diferent routes 4'-.|2. The main line route with all switchesnormal is the only one set up in response to the operations of buttons 4 and I2, these operations having' been already described. The run around route`| 2 over Crossovers 5 and l reversed is purposely not provided for, While the secondary route 4 I2 via Crossovers l and l reversed may be set up by first setting up route 4% 8 and subsequently setting up route 3 I2, and it will be seen, therefore, that button 8 also affords a means of selection -between these two available routes.

My apparatus is also arranged to provide through routing for routes 2 l' and 2 i2 so that these routes may be set up by the successive operation of the buttons for the two ends without operating the intermediate button 8P, as I shall now describe. y

Assuming that with the apparatusI in the normal condition as shown, that buttons 2P and lP are operated successively in that order. The operation of button 2P effects the energization of relays 2PS, ER and SES and relay 2PS prepares the circuit for relay lANR as already described for route 2 8; furthermore, relay ES prepares` circuits for relays TANR, 'IRR and 5ANR at its front contacts 25, |26l and |27, and button IUP when operated causes the successive energization of relays IANR and 5ANR, as already described for route 3 I0. By reference to Fig. 1B

it will be seen that when relay 8ES is picked up by closing contact ||l9 of relay 2PS, if button 8P is not operated to set up route B ID or 8 I 2, relay SPS remains deenergized, and a circuit is completed from terminal B over back contacts |30 and |24 of relays ANR and SPS, front contact |36 of relay BES, relay SXR to terminal C. Relay 8XR is thus energized in response to the energization of relay 2PS, and'is released by relay SES when that relay is released in response to the opening of back contact I I5 of relay -i ANR in setting up route 2 8. When the through route 2 ||l or 2 I2 is being set up, relay ANR becomes energized in response to the operation of the exit button as above described and releases relay SXR by opening back contact it. Relay BXR is a slow-release relay, and when it is deenergized by relay SANR, a circuit is closed momentarily in Fig. 1C from terminal B over front contacts |31 and |36 of relays 5ANR and SXR through relay IANR to terminal C at front contact of yrelay 2PS, and relay IANR picks up to establishl its stick circuit at contact |63 the same as if button 8P had been. operated to close contact 29 momentarily. Relay IANR opens the pick-up circuit for relay BES of Fig. 1B at contact I I5, but relay BES is now held energized over a stick circuit extending froml terminal B at contact ISI of button 8P, front Contact |39 of relay EANR, front contact I4@ and winding of relays ES, contact |34 of relay 5TR to terminal C. It will be seen, therefore, that relays-2PS, IANR and ZHR for setting up route 2 8, and relays SES, 5ANR,-'|ANR or 'lRR and ill-IR for setting up route 8 I0 or 8 I2 may be energized by the joint operation of vbuttons 2P and IUP or 2P and I 2P only.

Considering now the route 'lt-2 governing train movements from right to left, it will be seen from Fig. 1C that when relay lDPS is energized and button 2P is operated, a circuit isv completed from terminal B over front contact 2l of relay WR and Contact 93 of button 2P through relay IANR to terminal C at front contact ltl of relay IUPS. Relay IANR upon becoming enl ergized completesa stick circuit at contact |42,

IANR, EAN'R and 'IANR become energized in response to the successive operation of buttons IUP and 2P to establish route vIll-I2.

For train movements from signal Il) Ato signal 4, the route |0 4 via reversed is chosen as the preferred route by the provision .of a circuit for picking up relay IRR extending from terminal B at front contact 21 of relay WR over contacts |41 of button 4P, contact |43 of relay iPS through relay IRR to terminal C at front contact I4I of relay IIlPS,l over Which relay lRR becomes energized to establish its vstick circuit at Contact |48. Means are provided for setting up the secondary route Iii-f4 via 5 reversed, com,- prising a circuit for relay |B-3NR extending from terminal B at contact 94 of button 3P which is completed in response to the operation of buttons IDP and 4P under the conditions first, that route 2 8 is set up, or second, thatsection IT is occupied by a train and the crossover is thereby locked normal with relay lLR deenergized. Under the first condition, the circuit for relay iB- 3NR is completedoverfront contact |53 of relay IANR and contact 550i relay INWP, and under thesecond condition, over back contact |54 of relay ITR and contact 55 of relay INWP, thence to terminal C over front contact |5| of relay IliPS and back contact |52 of relay EANR. Relay |B BNR being energized under these conditions connects terminal B at front contact 91 of relay' IB-BNR to a circuit extending through relay SRR. to terminal C at front contact |55 of relay IIIPS, thereby energizing relay SRR to complete a circuit from terminal B at its front contact |56 over back contacts 36, HB5 and |25 through relay 'IANR to terminal C at front contact |45 of relay IGPS. It will be seen, therefore, that the route relays IB3NR, ERR and 'IANR for route lil- 4 via 5 reversed become energized in response to the successive operation of buttons IIlP and 4P provided route 2-8 is set up or crossover I is normal and section IT occupied.

The operations .of setting up the main line route |2-4 have already been described, but the track layout provides two other routes between the same route ends. As in the case of movements in the opposite direction, no provision is made for any train movements .over route IQ- via I and 5 reversed.

Normally when buttons I2P and 4P are operated, the circuit for relay IRR is held open at contact |48 of relay IEiPS and at contact |51 of the switch lever P, but the run-around route I2-4 via I and I reversed may be established by operating one of the switch levers to designate the desired alternative. With the circuits as shown, this selection is effected by moving lever IP to its right-hand, or reverse, position. It will be seen from Fig. 1D that this results in completing the reverse energizing circuit for relay IWR at the right-hand contact |58 of lever iP to eiect the reversal of crossover switches IA and IB, While in Fig. IC, when lever IP is reversed, its contact I5? connects relay IRR to contact 94 lof button 4P in place of relay |B-3NR. It will be seen that if buttons 4P and I2P are operated while lever IP is reversed, relay IRR will pick up over the circuit extending from terminal B at contact 2'! of relay WR over contact 94 of button 4P through relay IRR to terminal C over contact of relay |2PS and back contact |59 of relay 5--1BNR and relay IRR will complete a circuit from terminal B at back contact |59 of relay IIPS, front contact ISU of relay IRR, through relay 5ANR to terminal C over front contact 86 of relay IZPS and back contact ISI of relay 5-IBNR- Relay SANR will therefore pick up and complete a circuit from terminal B at its contact |62 through relay 'IRR to terminal C at front contact B'I of relay IZPS to energize relay 'IRR to complete the route set up for route |2-4 via I and 'I reversed.

Referring now to Fig. 1B, it has already been pointed out how the buttons for the ends of the routes are rendered non-operative when a conflicting or opposing route is set up. Similar arrangements are provided for the apparatus associated with the intermediate button 6P. It will be seen that when any route opposing or conflicting with route 8|Il is set up, the pick-up circuit for relay BPS is held open at contact |63 or |33 of relay EANR or SRR, so that Contact |22 of button 8P is non-operative, and that the pick-up circuit for relay 8ES is held open at contact ||5 or |64 of relay IANR or RR, contact |23 of relay BPS being also open, while in Fig. 1C, the circuits over front contact 29 of button 8P are open. at contacts IIQ and 98 of relays ZPS and ZIPS.

In the foregoing I have explained but a few of the many possible operations of the apparatus of my invention, but it is believed that since the remaining operations are carried out in a manner generally similar to those described that they will be readily understood'without further explanation.

Although I have herein shown and described only one form of apparatus embodying my invention, it is understood that various changes and modifications may be made therein within the scope of the appended claims without departing from the spirit and scope of my invention.

Having thus described my invention, what I claim is:

1. In an interlocking control system, a track layout including track switches operable to form diierent traic routes,a route button for each route end in said layout, a directional relay for each direction of traffic through said layout, an entrance relay for each route button, a pick-up circuit for each entrance relay closed in response to the momentary operation of the associated button but only if said directional relays are deenergized, a stick circuit for each entrance relay including a normally close-d contact controlled by the associated button, means effective when any entrance relay is initially energized for energizing the corresponding directional relay, route establishing means for each route effective when energized to govern the operation of the track switches as required toestablish such route, means responsive to the momentary operation of the button for the exit end of a route having both its entrance relay and the corresponding directional relay energized for energizing the route establishing means for such route, stick circuit means for maintaining such route establishing means energized until said entrance relay is released, and means controlled by such route establishing means when energized for preventing the energization of the route establishing means for any conflicting route and for releasing said energized directional relay to render the route buttons available for establishing other non-conicting routes.

2. In an interlocking control system, a track layout including a plurality of track sections interconnected by track switches operable to form different traflic routes, a route button for each route end in said layout, a track relay for each track section, a directional relay for each direction of traic through said layout, an entrance relay for each route button, route establishing means for each route effective when energized to ,govern the operation of the track switches as required to establish such route, a pick-up circuit for each entrance relay closed in response to the operation of the associated route button to identify the common entrance end of a plurality of diverging routes but only if said directional relays and the route establishing means for each of said diverging routes are deenergized, a stick circuit for each entrance relay controlled by the associated button and by the track relay for the rst section of said diverging routes, means controlled by each entrance relay for preparing circuits for the route establishing means for each of the associated diverging routes and for energizing the directional relay for the corresponding traic direction, means responsive to the operation of the route button for the exit end of any route having its entrance relay and the corresponding directional relay energized for energizing the route establishing means for such one route, stick circuit means for maintaining such route establishing means energized until said entrance relay is released, and means controlled by such route establishing means when energized for preventing the energizationof the route establishing means for any conflicting route and for releasing said energized directional relay to render the route buttons available forestalelishing other non-conflicting routes.

3. In an interlocking control system, a track layout including track switches operable to form different traffic routes, signals at the entrance ends of said routes for governing trafc movements in both directions, a route button for identifying each route end in said layout, two

directional relays including one for each direction of trafiic through said layout, route establishing means normally responsive to the successive operation of the two buttons identifying the opposite ends of a route for operating the track switches as required to establish such route and for clearing the signal 'at the end of such route corresponding ,to the button first operated, means responsive to the operation of said rst operated button for energizing theldirectional relay for the' traino direction governed by such signal, means rendering any button'operated when either directional relay is energized ineffective either to control the other directional relay o-r to control the route establishing means for any routes except those having a common exit end identied by such button, and means rendered effective upon the energization-of a route establishing means for any conflicting route for releasing said energized directional relay to render the route buttons available for establishing other non-conflicting routes.`

4. In combination, a track layout including track switches operable to form diierent traiiic routes, a route button for each route end at each end of the track layout, two directional relays one for each endof the track layout, means eiective when a route button is operated'to energize the directional relay for the same end of the track layout provided said button is operated before any other route button isV operated,

and route establishing means rendered effective :to establish the route connecting the corresponding route ends when such button is operated after the other directional relay has been energized in response to the operation of a button for a route end at the' opposite-endof the track layout.

5. In combination, track layout` including track switches operableto "form different traffic routes, a signal for each track at each :end of the layout for governing the movement of traffic over said routes, two directional relays one for each end of the track layout, a route button for each route end at each end of the track layout, means eiective when route button is operated to energize the directional relay for thesarne end of the track layout provided said button is'operated before any button for a route end at the opposite end of the track layout is operated, route establishing means energized in response to the uioinft operation of the two buttons for the opposite ends of a route to operate the track switches as required to establish such route, means dependent upon which of the two directional relays is energized-for selectively clearing one or the other of the two opposing signals for governing the movement of trafc over the established route, and means controlled by the energized` trackdiagram corresponding to said track layout,

a route button for each route end at each end of said track vlayout located on said diagram in 'a corresponding location, a directional relay for each directionof traiic movements through said track layout', a direction indicator for each direction located on said control panel, means normally effective when a route button is operated to the subsequent operation of a button for a route end at the opposite end of the track layout to establish ythe route extending between Vthe route yends identied by the operated buttons, and

means controlled loysuch route establishing .means when operated for releasing said energized v directional relay.

7. In combination, a trackl layout including track switches operable to form diierent traiiic routes, a control panel including a route button for each route end at each end of said track layout, and a direction indicator for each direction of tran-ic movements through said track layout, means responsive to the successive momentary operations of the two buttons for the opposite `ends of Aa route to establish that route through the track layout, meansdependent only upon the relative order in which such two buttons are operated for determiningthe direction of trailic movements over that route when established, and means for illuminating the corresponding direction indicator to indicate such traino direction following the operation of the iirst button and kuntil the second button is operated.

r8. In combination, a track layout including ,f track switches operable to form different traffic 'ist routes, two directional relays, one for each end of the track layout, a route button for each route end at each end of the track layout, an entrance relay for each route end, a pick-up circuit for each entrance relay including a normally open contact controlled by the route'button for the same route end and back `contacts of both said directional relays, a stick circuit -foreach entrance relay for maintaining it energized when saidcontacts are open, means responsive to Ithe energization of any entrance relay for energizing jthe directional relay for the saine end of the track layout, route establishing means for each route eective when energized to operate the track switches as required for such route, means for initially` energizingfthe route vestaloliehing means for a selected route in response to the gized until such entrance relay is'released, and

means controlled by said route establishing means when energized for releasing said energized di- ',rectional relay.

El. In combination, a track layoutincluding track switches operable to form 'different traiiic routes, two directional relays one for each end of the track layout, a route `button for each route vendk at each end of the track layout, an entrance relay for each route end, route establishing means for each route effective when energizedto operate the track switches as required for such route,

a pick-up circuit for each entrance relay including a normally open contact controlled by the route button for the same route end, contacts closed only when no route having such route end has been established and other contacts closed only when both said directional relays are deenergized, a stick circuit for each entrance relay for maintaining it energized when said contacts are open, means responsive to the energization of any entrance relay for energizing the directional relay for the same end of the track layout, means for initially energizing the route establishing means for a selected route in response to the operation of the route button for the exit end of such route when both the entrance relay for the opposite end of such route and the directional relay controlled thereby are energized, means for maintaining said route establishing means energized until such entrance relay is released, and means responsive to the energization of said route establishing means for releasing said energized directional relay.

10. In combination, a track layout including track switches operable to form diiierent traic routes with a signal for each track at each end of the layout, certain of said routes being located end-to-end to form a rst and a second portion of a through route having an intermediate signal, a route button and an entrance relay for each signal location, means normally eiective when any route button is momentarily operated to energize the associated entrance relay, route establishing means for each route eifective when energized to operate the track switches as required for such route, means responsive to the operation of the route button for the exit end of a route having the entrance relay for its entrance end energized for energizing the route establishing means for such route, means for .clearing the signal associated with the energized entrance relay when such route becomes established, means responsive to the energization of the entrance relay for the first portion of said through route for energizing the entrance relay for said second portion, means eiiective when the entrance relays for both portions of said through route are energized for energizing the route establishing means for both portions in response to the momentary operation of the button for the exit end of the second portion, means effective if said intermediate button is operated to energize the route establishing means for the rst portion only of said through route and to then release the entrance relay for said second portion, and means responsive to the release of said intermediate button after such operation for conditioning the entrance relay for said second portion to be energized in response to a second operation of said button.

1l. In an interlocking control system, a track layout including track switches operable to form different traflic routes, a normal and a reverse route relay for each track switch, a route circuit network including a plurality of normally open circuits including one for each normal or reverse route relay each circuit corresponding to a route, or portion thereof, for which the track switch controlled by such route relay is required to occupy a corresponding normal or reverse position, a route button and an entrance relay for each route end, means responsive to the operation of the button for one end of a selected route when no other route button has been operated for energizing the corresponding entrance relay, means controlled by each entrance relay when energized for connecting one terminal of a source of current to one end of the circuits for all of the route relays for routes having a corresponding entrance end to prepare such circuits for energization, means responsive to the momentary operation of the route button for the exit end of said selected route for connecting the other terminal of said source to the opposite end of the prepared circuit for the route relay for each switch of the selected route, means for subsequently maintaining such route relays energized until such entrance relay is released, and means controlled by each energized route relay for operating the corresponding track switch to normal or reverse as required for the selected route.

12. In an interlocking control system, a track layout including track switches operable to form different traflic routes, a normal and a reverse route relay for each track switch, a route circuit network including a plurality of normally open circuits including one for each normal or reverse route relay each circuit corresponding to a route, or portion thereof, for which the track switch controlled by such route relay is required to occupy a corresponding normal or reverse position, a route button and an entrance relay for each route end, means responsive to the operation of the button for one end of a selected route when no other route button has been operated for energlzing the corresponding entrance relay, means controlled by each entrance relay when energized for connecting one termial of a source of current to one end of the circuits for all of the route relays for routes having a corresponding entrance end to prepare such circuits for energization, means responsive to the momentary operation of the route button for the exit end of said selected route for connecting the other terminal of said source to the opposite end of the prepared circuit for the route relay for the last track switch in said selected route, a stick circuit for maintaining said last named route relay energized until such entrance relay is released, means responsive to the energization of each route relay for a switch in said selected route for energizing the route relay for the next preceding switch in such route, and means controlled by each energized route relay for operating the corresponding track switch to normal or reverse as required for the selected route.

13. In combination, a track layout including track switches operable to form different traffic routes, a route button for each route end at each end of the track layout, two directional relays one for each end of the track layout, means effective when a route button is operated to energize the directional relay for the same end of the track layout provided said button is operated before any other route button is operated, a normal and a reverse route relay for each track switch, each effective when energized to operate the track switch to corresponding normal or reverse position, and means for energizing selected ones of said route relays as required to establish the route connecting the corresponding route ends when such button is operated after the other directional relay has been energized in response to the operation of a button for a route end at the opposite end of the track layout.

14. In combination, a track layout including track switches operable to form different traiiic routes, a route button for each route end at each end of said track layout, two directional relays one for each direction of trafc movements through said vtrack layout, means responsive to the successive momentary operation of the two buttons for the opposite ends of a route to establish that route through the track layout and to energize one directional relay or the other, dependent upon Whioh of the two buttons is gized directional relay for determining the direction of trailc'movements over that route when established.

CHARLES H. LAY.

operated rst, and means -controlled by the ener-r 

